Variable governor linkage



Fb. `19, 1935. 0- NQNrqlgluBRLJQl-l 1,991,570

VARIABLE GOVERNOR LINKAGE Filed Nov. 20. 1930 i l /A VEN TOR ATTORNEY Patented Feb. 19, 1935 f UNIHJED S'rAfrEgsz PrE'Nfrj OFF-ICE- l .Y f .Y l Y TvAItIABLE Y,Gfovliltlvvoa LIVNK'AGE` l v l A'OttoNcnnenbrucli;lliiladelphia, Pa., assigner, by

mesne assignments, to Baldwin-Southwark Cor-` i yporationfa corporation of Delaware l Vripeliminen 2o, 193o`,`seria1N0. 496,929 '=usoiaiims..lA (ol. 12s- 149) Y -1 Thisinvention relates'to fuel, control mecha: nism :tor an internal combustion lengine ysuch `as of the Diesel type' and more'jparticularly to an improved variable governor linkage for Diesel v engines. Y

-In the usual governor controlpofengines such as lof the Diesel type the centrifugal governor causes fuel to be` added when th'eengine slows dovvn thereby'maintaining within closek limits a substantially constant-speed. Howevenpin certain'applications, for instance in the` driving oi centrifugal pumps this close; speedregulation is not desired because With changes of the head of the ypunipvvide vspeed variationsmay be required in order Vthat the torque load Will lnot exceed the capacity of the engine. If, for instancapthe head conditions change so thatl the torque -1oad increases for maintained speed,v then theengine under the iniiuence of this increasing torque will slow clown and the governor will consequently add fuel until it reaches its stopV position. Y This stop position with the usual .governor` `provides anexcess amount of fuel which is normally Arequired in starting the engine.V It is thereforedesirable to provide means for ,readjusting-the'famount of fuel corresponding tothe .stop position ofthe governor, after the Vengine is started, to the amount which constitutes the maximum that isV safe for operation of the engine.

One object of the invention is to provide improved means for conveniently doing this and more specifically to provide an improved manu-Y ally operable and adjusting mechanism embodied Within the iioating link which connects the oscillating governor arm with the fuel pump mechanism. As a result the adjustment is self-con.- tained Within the floating link thereby eliminating the necessity for xed pivot'points in the adjusting mechanism and also is conducive to aY relatively simple and inexpensive constructionV which in addition can be conveniently and easily operated.

Other objects and advantages will be more readily apparent to those skilled-in the art from the following description of the accompanying drawing of which n Fig. 1 is a perspective view of a governor and its linkage control.

Fig. 2 is an enlarged front elevation of the adjusting mechanism. 'Y Y Fig. 3 is a vertical transverse'section taken substantially on the line 3 3 of Fig.' 2.

' While the arrangement shownherein is particularly adapted for thecontrol of Diesel engines, it is of course to be understood that the same may lowers yoke 3 which Vis rigidly secured as bya" Y,

key or pinto a shaft 4.. This shaftis journalled-in ai suitable bracket 5 carried by av standard 6. An

arm 7 is rigidly secured to shaft 4, while a crank y pin' extends through arm '7 and isrigidly se,- cured thereto as by a threaded reduced portion and a nut9. An eccentric 10 is journalled upon pin- 8 and normally held in fixed relation to a strap 11 forming one end of a governor link4 12. The link 12 is connected to the-usualfuel regulating shaft13 as by arm 14. This in turn operates through an arm 15 and linkage generally indicated at '16 to change theibypass opening of the fuel pumpall ofwhich is generally indicated at 17. 1 The control linkages and fuel pump .mechf anismM-l'l hereindiagranunatically shown are ortheform generally employed in the art although it isto: be Yconsidered that this form simply diagrammatically illustrates any of the various types such as are employed in the art and to "which my improved adjusting mechanism is equally applicable.

In order to adjust for the maximum amount of fuel after .the engine is started and thereby insure that Ythe torque load of the engine will be maintained within its capacity, I have provided improved means self-'contained within the floating link 12 so as to, in effect, vary the length of this link and thereby controlthe maximum de- Viiection of a fuel regulating shaft 13. To do this a hand lever 12 is journalled upon the outer end of pin 8 and held thereon by a small flange 13. The hub portion of hand lever 12 is positively connected to the eccentric 10 by a'pin 14 having one end disposed in a recess 15 formed in the inne'r side of the hub 16 while its other end is disposed in a suitable recess 1'7 formed in the eccentric 10. Hand lever 12' and eccentric l0 are held in fixed relation to the link strap 1l by the provision of a spring pressed plunger 18 engaging the serrated periphery 19 of a disc 20 Which is secured to strap 11 as by screws 21. 'I'he disc fio 20 is provided with a central opening 22 of suf-V Y with during adjustment. The serrations on periphery 19 are of suicient circumferential extent as to permit a wide range of adjustments to meet either expected or unexpected conditions of operation. To release the downwardly spring pressed pin 18 a hand grip 23 is secured to the stem thereof the lower edge of which is provided with serrations to cooperate with those of theV periphery 19. During adjustment the locking or holding member or pin 18 has linear movement with respect to the locking element in the form of disc 20.

In operation the handle 12 is thrown to its start position, this causing eccentric 10 to-move floating link 12 to its maximum open position for starting,

but after starting the attendant by raising hand grip 23 and thereby releasing plunger 18 may rotate eccentric 10 so as to effectively. shorten link 12 and accordingly regulate and decrease the maximum fuel supply in accordance with.,

the 'opposite side of` shaft 8. It is `thusl seen that maximum adjustment `between ther two elements 10 andV 12, mounted respectively on pivot shaft Sand the pivot of lever 14, is effected by movement of lever l2 within substantially A". l

From the foregoing disclosure it is readily appreciated thatv a Yvery'simple construction is pro-- vided for controlling the fuel supply to an engine and one which does not necesitate any stationary pivotal supports .other than those which form part of the usual governor linkages; The adjusting mechanism broadly includes twor members Whose axes are offset with respect to each other or in a more specific Vaspect the axes are disposed parallel to eachother. In the specific embodiment shown these two members include shaft 8 whose axis is offset from and parallel to the center of eccentric 10 said center consituting the axis of the eccentric with respect to the strap Il which 'K surrounds'the eccentric. The axes of the. two

members are shifted relative to each other to effect the necessary adjustment.

While I have specically shown one form which my invention may assume in practice, itis of courseto be understood that various changes and modifications may be employed Without departing from the spirit of the invention as' set forth in l the appended claims.A

I claim:

mechanisml for controlling the vpower medium supply, a speed responsive governorrdriven by said prime mover, and means for operating said power medium supply mechanism by said governor including an eccentric and means for manually adjusting the same at the will of the operator f thereby vto -substantially immediately adjust said supply mechanism to either astop or start position or positions intermediate thereof, whereby after starting ofthe engine-the fuel supply mayfbe adjusted. to limit the torquegload of the engine.-

2. Control mechanism fora prime mover having u, i

governor, means for controlling said fuel mechanism including a crank actuated by said governor,

a fuel supply mechanism and a speed responsive a-pin carried by said crankran eccentric journalled upon said pin, a link journalled upon said f eccentric, a hand lever "connected toV `said eccentric, and means for -holdingsaid han'dlever in fa' substantially xed position relative to said link.

3. Control mechanism forfa prime mover hav- Y ing a fuel supply mechanism and a'speed responsive governor,'means for controlling lsaid fuel mechanism including a crank actuated by said governor, a pin carried by said crank, an eccentric OTTO NONNENBRUCH, Y

1. A governor system for a prime vmover having Y 

